By 2000, the 900 Monster was
suffering attacks from several rival models, all with stronger powerplants.
Cagiva's Raptor 650 and 1000 in particular were potent threats to the
air-cooled Monster range.
So Ducati launched a new Monster,
based around the engine and chassis from the ST4 sports-tourer. A re-tuned
916 engine gave the S4 the power it needed to take on its rivals, while a
strong chassis with typical Ducati handling gave the S4 accomplished track
handling.
The trademark Monster styling
remained, only slightly marred by the large water radiator slung below the
steering head, and many detail changes have tidied up the normally enclosed
916 engine.
New, higher-specification
suspension units were also fitted. Fully adjustable Showa 43mm (1.7in)
upside-down front forks and Sachs rear shock gave the new flagship Monster
the sort of first-class damping and springing typical of a luxury Italian
sports machine. The Brembo front brakes are common to the other Monsters,
but are very effective on this faster machine.
While the new Monster S4 retains
the same basic styling of the classic Monster range, there are several
detail cosmetic changes. A neat headlight flyscreen offers little practical
wind protection, but looks very stylish. Lightweight carbon-fibre
parts abound, including exhaust
heat shields, sidepanels, mudguard and timing belt covers.
On the road, the S4 offers much
more satisfying performance than the air-cooled 900. The engine is flexible
and strong throughout the rev range, combining the muscular mid-range of the
air-cooled engines with prodigious top-end power. The sports suspension
gives a firm ride, which can be choppy over poor road surfaces, but is ideal
on smooth racetracks. The S4 matches its competitors on styling and
handling, although its 916cc engine just falls short of Cagiva's Raptor 1000
unit.
Review
Let face it, even back in 1993, when the 900 cc
Ducati Monster was unveiled, there was nothing monstrous about the 80 horsepower
that the old air-cooled mill produced. Even back then, dinosaurs like GSX-Rs,
FZRs and ZX-11s roamed planet earth, and the name "Monster" seemed a bit
presumptuous to say the least. Nevertheless, the not-so-aptly named bike turned
out to be Ducati's salvation. Tens of thousands of Monsters in various
displacements became a Ducati staple and opened new markets for a factory that
has always been identified with uncompromising hyper-sport torture racks.
The story of the original Monster is nothing short of a miracle. One day, a
young designer named Miguel Galuzzi started to play with a left over 888 frame,
a big front headlight from the backyard parts bin, and a clay modeled gas tank.
That first prototype was something that Ducati's management just couldn't - or
wouldn't - approve of. But the Argentinian-Italian designer was onto something.
It looked ugly enough to be called "Monster" but it was a captivating bike with
rugged, street-fighter looks.
We've always had a soft sport for Ducati's Monster. The swap to a 916 motor only
makes our yearning for the bike even stronger.
Amazingly, the original bike from '93 has made it into the new millennium
without major changes in it's eight year life, save for the introduction of
digital fuel injection last season. But new kids on the block like Triumph's
Speed Triple, Cagiva's Raptor 1000 and Honda's X1 started to cast menacing
shadows over the under-powered Monster. It wasn't a moment too early to slot the
916's water-cooled power unit into the Monster.
The heart transplant has required quite few changes in the frame. Most notable
to the naked eye is the sturdy new swing arm that incorporates a totally
different rear suspension linkage. It looks just like the one on the ST4 tourer,
but with the rear cylinder's exhaust pipe routed right through it. Rests of the
changes simply makes room for the different dimensions of the engine and a
higher seat. To further distinguish the S4 from its lower siblings, the bike is
packed with shiny carbon fiber parts. Front and rear mud guards, cam belt
covers, side panels and silencer protectors play games with the sunlight and
make you feel like a Stealth Bomber pilot. A factory-mounted bikini fairing,
rear seat cowling and red wheels set the S4 farther apart.
As impressive as all these parts are, there are still a few unpleasing, out of
place details. The cheap looking mirrors don't belong here. Then, the left-hand
side-mounted water pump is a bit of a sore thumb, sticking out notably from the
frame's smooth plane. Ditto for the lower, black rubber water pipe that goes
from the pump to the radiator. Just make sure to park your S4 next to a wall
when possible.
The engine itself has been detuned from its original Superbike state to better
match the requirements of street-fighting. Milder cams bump the torque curve
towards the midrange and, of course, slash top end power somewhat. Other than
that, little has been changed in the basic power unit that brought Ducati quite
a few WSBK championships and, indeed, the feeling of exhibiting this fine piece
of engineering all over town is very satisfying.
Italy is quite full of Monsters, but at the stop lights you can see other Ducati
owners casting envious looks on the S4's race-bred engine. Thankfully, in the
case of the S4, there is substance behind the pose and it is really the power
that grabs your immediate attention. One hundred or so horses at the rear wheel
might not sound that much nowadays, but coupled with the shorter gearing of the
S4, this easily supplies superb acceleration. From 4,000 rpm onwards, the S4
flies into the rev limiter at 9,500 with ease, catapulting the rider into the
100-plus mph range with a force that the old monster could only dream about. No
less impressive than the acceleration is the fluidity and smoothness of the 916
mill. Compared to the old unit, the new one gets the job done with much less
fuss and clattering. Sure, the trademark rattle of the dry clutch is still
there, but that's about it.
Thankfully, there is a definite improvement in the ergonomics too. My memories
of the old model where of a seat that was too low and foot pegs that were too
high. The new Monster has gained more than an inch in seat height and my knees
did not have to bend to race replica angles.
The founders of Ducati sure knew where to build their factory. The amazing and
hilly playground of Tuscany begins at Bologna and that's where I decided to head
towards upon picking the bike at the factory. As impressive as the engine is, on
these mountain roads, there is still something that I don't like about the
handling.
Steering is very precise and stable, but the bike seems to squat down on its
rear end too much, giving an uneasy feeling when pitching it into turns. This
also creates a bit of under-steer during the exits. Later on, I decided to check
the suspension settings only to discover that they're way off. Front preload was
way too high and at the rear was just the opposite. I had been riding with at
least one degree more rake than planned and the rear suspension damping was at 8
instead of 16. Somebody has been trying to turn the bike into a chopper!
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